Procedure and equipment for operating a vehicle during a salvage operation

Abstract

The invention relates, inter alia, to a method for operating a vehicle (1). According to the invention, the method provides that during a recovery operation in which the vehicle (1) is pulled or pushed, the kinetic energy of the vehicle (1) is converted into electrical energy (W) and this electrical energy (W) is used by the vehicle.

Description

[0001] The invention relates to a method for operating a vehicle, in particular a railway vehicle, while it is being recovered.

[0002] Document EP 2 433 830 A1 discloses a method and control system for supplying electrical energy from a driven three-phase synchronous machine to vehicles without a functioning DC link voltage supply, for example, in the case of towed or coasting electric vehicles. The method comprises operating the synchronous machine in passive generator mode by opening all converter switches, charging a DC link capacitor up to a first threshold value, supplying electrical loads from the capacitor, automatically short-circuiting the machine windings above a second, higher threshold value by closing all upper or lower converter switches, and automatically resolving the short circuit after falling below the first threshold value.

[0003] Document DE 10 2007 034 395 A1 discloses a vehicle with at least one permanent magnet motor as a drive motor and an electrical control circuit for supplying drive energy during operation. A switching device is connected between the control circuit and the permanent magnet motor, allowing both components to be electrically connected for operation and disconnected for towing. A load-consuming device is connected directly or indirectly to the switching device, which allows the switching device to electrically connect the load-consuming device to the permanent magnet motor during towing.In towing operation, the permanent magnet machine is operated as a generator and its electrical energy is fed into the consumer device, which is preferably designed as a cooling device in order to cool the machine during towing and to avoid limiting the towing speed.

[0004] The invention is based on the objective of specifying an operating method for such a recovery operation in which the vehicle is enabled to continue operating still functional components, such as braking systems or anti-slip devices in the case of railway vehicles.

[0005] This problem is solved according to the invention by a method, a drive control device, and a vehicle with the respective features of the independent claims. Advantageous embodiments of the method according to the invention are specified in the respective dependent claims.

[0006] According to the invention, it is provided that during the recovery operation, in which the vehicle is pulled or pushed, the kinetic energy of the vehicle is converted into electrical energy and this electrical energy is used on the vehicle side.

[0007] A significant advantage of the method according to the invention is that it enables the vehicle to continue operating all or at least selected important vehicle components with electrical energy, even if no internally stored electrical energy is available and no electrical energy is supplied externally, either from the roadside or from a recovery vehicle. The inventive concept consists of supplying kinetic energy to the vehicle being recovered from the outside by mechanical means and converting this energy into electrical energy within the vehicle.The vehicle can then use the electrical energy gained by converting the kinetic energy to further operate its own electrically powered braking system, thereby supporting the braking operation of the entire system comprising the recovery vehicle and the vehicle being recovered, and / or to further operate its own anti-slip devices to maintain anti-slip protection within the vehicle. The same applies to other technical components that the operator deems essential.

[0008] The vehicle to be recovered can be a rail vehicle, such as a multiple unit or locomotive, or another self-propelled vehicle with electrical components that is not experiencing a malfunction. Similarly, the recovery equipment can also be a rail vehicle, such as a multiple unit or locomotive, or another type of vehicle.

[0009] In order to enable the described maintenance of independent braking operation with electrically operated brakes and / or the continued operation of anti-slip devices, it is considered advantageous if the conversion of kinetic energy into electrical energy includes generator operation of at least one of the vehicle's drive motors.

[0010] The vehicle according to the invention comprises, as a drive motor which is used to convert the kinetic energy into electrical energy, a machine which requires premagnetization, i.e. is subject to premagnetization, such as an asynchronous machine, a reluctance machine or an electrically excited synchronous machine.

[0011] If a recovery signal indicating recovery operations is present, in the case of a drive motor requiring pre-magnetization, pre-magnetization is first carried out by feeding pre-magnetization energy into the drive motor, and only after pre-magnetization has taken place is the drive motor operated as a generator.

[0012] According to the invention, the premagnetization energy is taken from an on-board electrical system and / or an energy storage device of the vehicle connected to a DC intermediate circuit.

[0013] The energy storage system can include, for example, a traction battery used to power the drive motor during battery-assisted drive operation, an auxiliary battery used solely to store emergency energy for emergency operation, a flywheel storage system, a capacitor, a brake cell with hydrogen reservoir, etc.

[0014] The extraction of premagnetization energy from the vehicle electrical system according to the invention includes a voltage conversion from a vehicle electrical system voltage level to a DC link level of the DC link, as well as an energy transfer of the premagnetization energy from the vehicle electrical system to the DC link, and the premagnetization energy is extracted from the DC link and fed into the drive motor by a motor inverter connected between the DC link and the drive motor.

[0015] The voltage conversion from the vehicle electrical system voltage level to the DC link level is preferably carried out using an auxiliary converter. The vehicle electrical system and the DC link can be galvanically isolated or galvanically coupled.

[0016] The electrical energy obtained through conversion is preferably fed at least also into a DC intermediate circuit of the vehicle.

[0017] The electrical energy obtained through conversion is preferably used at least also for the operation of an electrical consumer of the vehicle, in particular a traction control device and / or a braking system, and / or for charging an on-board battery of the vehicle electrical system and / or for charging an energy storage device connected to the DC link.

[0018] The energy conversion of kinetic energy is preferably controlled such that the DC link voltage is within a desired DC link voltage window and / or the energy conversion corresponds to the energy consumption of the consumers supplied with the electrical energy and / or the on-board voltage of the on-board network is within a predetermined on-board voltage window and / or the energy conversion of the towed or pushed vehicle is increased during braking operation of a vehicle train comprising the towed or pushed vehicle and the braking device and / or wheel slippage due to generator-induced braking of the wheels is prevented and / or the energy conversion is terminated before an impending standstill of the towed or pushed vehicle and / or, if two or more drive motors are present, more than one drive motor is involved in the energy conversion and / or whenWhen considering two or more drive motors, the energy conversion is distributed evenly.

[0019] The invention also relates to a drive control device for a vehicle. According to the invention, the drive control device is designed to operate at least one of the vehicle's drive motors in generator mode during a recovery operation in which the vehicle is pulled or pushed, and to provide regeneratively generated electrical energy to the vehicle. The vehicle comprises a machine requiring premagnetization as its drive motor, and the drive control device includes a recovery operation module that is configured in software and, during a recovery operation, controls a motor inverter of the drive motor for generator operation.wherein, upon the presence of a recovery signal indicating recovery operations, the drive motor is pre-magnetized by feeding pre-magnetization energy into the drive motor, and after pre-magnetization, the drive motor is operated as a generator, wherein the pre-magnetization energy is drawn from an on-board electrical system and / or from an energy storage device of the vehicle connected to a DC link, and wherein the extraction of the pre-magnetization energy from the on-board electrical system includes a voltage conversion from an on-board voltage level of the on-board electrical system to an DC link level of the DC link, and the pre-magnetization energy is extracted from the DC link and fed into the drive motor by a motor inverter connected between the DC link and the drive motor.

[0020] Regarding the advantages of the drive control device according to the invention and advantageous embodiments of the drive control device according to the invention, reference is made to the above statements in connection with the method according to the invention and its advantageous embodiments.

[0021] The invention also relates to a vehicle. According to the invention, the vehicle is provided to have a drive control device as described above.

[0022] According to the invention, the vehicle comprises at least one drive motor, one motor inverter and one DC link, wherein the drive control device in recovery mode effects the regenerative operation of the drive motor by controlling the motor inverter.

[0023] The vehicle according to the invention comprises a machine requiring premagnetization as a drive motor or as at least one of the drive motors.

[0024] According to the invention, the drive control device is designed to initiate premagnetization of the drive motor by supplying premagnetization energy via control of the motor inverter when a recovery signal indicating a recovery operation is present.

[0025] According to the invention, the vehicle comprises an auxiliary converter which, during the initial phase of pulling or pushing in recovery operations, extracts or can extract the premagnetization energy from the vehicle's electrical system and makes it available to the motor converter. In one embodiment of the vehicle, the auxiliary converter preferably feeds the premagnetization energy into the DC link for this purpose.

[0026] The invention is explained in more detail below with reference to exemplary embodiments; the following are shown as examples: Fig. 1 a vehicle combination comprising an embodiment of a rail vehicle according to the invention and a recovery device for the rail vehicle in the form of a towing locomotive, Fig. 2 components of a first design variant of the rail vehicle according to Fig. 1, and Fig. 3 components of a second design variant of the rail vehicle according to Fig. 1.

[0027] For the sake of clarity, the same reference symbols are always used in the figures for identical or comparable components.

[0028] The Fig. Figure 1 shows a vehicle combination comprising an embodiment of a rail vehicle 1 according to the invention and a recovery device 2 in the form of a towing locomotive for towing the rail vehicle 1. The towed rail vehicle 1 receives kinetic energy through the towing process, which the towing locomotive must provide by means of tractive force; the rail vehicle 1 uses part of this kinetic energy to generate electrical energy W and to operate electrical consumers (not shown) in the rail vehicle 1.

[0029] Alternatively, the towing locomotive can also push the rail vehicle 1; the further explanations apply accordingly to this case of recovery.

[0030] The Fig. Figure 2 shows the rail vehicle 1 according to Fig. 1. In more detail. Based on the Fig. 2. Exemplary embodiments of the methods according to the invention are described below.

[0031] The rail vehicle 1 comprises one or more drive motors, which can be controlled by a drive control unit 20. For the sake of clarity, the following is shown in the Fig. 2. As a representative example of the drive motor(s), only a single drive motor is shown, which is marked with the reference number 10 and on the basis of which the recovery operation is explained in more detail.

[0032] The drive control unit 20 controls the drive motor 10 preferably indirectly by controlling a motor inverter 30 connected to the drive motor 10, as is generally known; in this respect, conventional methods can be used both for drive operation of the rail vehicle 1 and for generator operation of the rail vehicle 1.

[0033] The drive control unit 20 comprises a computing unit 21 and a memory 22 in which vehicle control software FSS is stored. When the vehicle control software FSS is executed, the computing unit 21 can control the drive motor 10, either for propulsion or braking, for example, when the drive motor 10 is to operate as an electrodynamic brake.

[0034] In the embodiment according to Fig. 2. The vehicle control software FSS includes a recovery operation module BM, which takes over the control of the drive motor 10 in the event of recovery operations. Recovery operations can be understood as any operation in which the rail vehicle 1 is moved by external influence, i.e., pulled or pushed.

[0035] In the embodiment according to Fig. 2. A DC link 40 is connected to the motor inverter 30, which is connected to an on-board electrical system 60 via an auxiliary inverter 50. The on-board electrical system 60 can be a DC network, an AC network, or a three-phase network. The on-board electrical system 60 can be galvanically isolated from the DC link 40.

[0036] Electrical consumers 70 of the rail vehicle 1, such as air conditioning units 71, ventilation units 72, braking systems or brake devices 73, or wheel slip protection devices 74, as well as an on-board battery 80, which serves to support the on-board voltage Ub, can be connected to the on-board electrical system 60. If the on-board electrical system 60 is a DC system, the on-board battery 80 can be connected directly or indirectly via a DC / DC converter (DC voltage regulator), which is not shown for clarity. If the on-board electrical system 60 is an AC or three-phase system, the on-board battery 80 can be connected indirectly via an AC / DC converter, which is also not shown for clarity.

[0037] In the embodiment according to Fig. 2. An energy storage device 90 is also connected to the DC link 40, which serves, or at least can serve, to support the DC link voltage Uz of the DC link 40. As the following explanations will show, such an energy storage device 90 can be advantageous with regard to premagnetization; however, it is not absolutely necessary and can be omitted, for example, if no premagnetization is required or if the premagnetization energy can be taken from the vehicle electrical system 60.

[0038] The energy storage device 90 can include a drive battery 91, which serves to supply the drive motor 10 during battery-assisted drive operation and is connected directly or indirectly to the DC link 40 via a DC / DC converter which is not shown for the sake of clarity.

[0039] Alternatively or additionally, the energy storage device 90 can include an auxiliary battery 92, which is used solely for storing emergency energy for emergency operation. This emergency energy can be used, for example, to provide the pre-magnetization energy for a potential salvage operation, in order to pre-magnetize the drive motor 10 if necessary; such pre-magnetization may be required, for example, if the drive motor 10 is an asynchronous machine, a reluctance machine, or an electrically excited synchronous machine.

[0040] Alternatively or additionally, the energy storage device 90 can include one or more other elements 93 that can provide energy, for example for the aforementioned premagnetization, such as flywheel storage devices, capacitors, brake cells with hydrogen reservoir, etc.

[0041] The rail vehicle 1 according to Fig. 2 can be operated, for example, as follows when it is pulled or pushed during salvage operations: If the drive control unit 20 receives a recovery signal BS indicating a recovery operation of the rail vehicle 1, the recovery operation module BM of the vehicle control software FSS is activated.

[0042] After activation, the recovery operation module BM begins to control the motor inverter 30 in such a way that it operates in generator mode. If the drive motor 10 is one that must be pre-magnetized for generator operation, the recovery operation module BM first controls the motor inverter 30 in such a way that the pre-magnetization energy required is drawn from the DC link 40.

[0043] If the capacity of the DC link 40 is insufficient to provide the premagnetization energy, this energy can flow into the DC link 40 from the aforementioned drive battery 91 without further intervention, if the voltage level of the DC link voltage Uz decreases accordingly due to the energy withdrawal.

[0044] Alternatively or additionally, the premagnetization energy can be taken from the auxiliary battery 92 - if present - for example by appropriately controlling a DC / DC converter 92a assigned to the auxiliary battery 92 by means of an auxiliary battery control signal HBS, which is generated by the recovery operation module BM.

[0045] Alternatively or additionally, the premagnetization energy can be taken from one or more of the other elements mentioned above (93), if they are available.

[0046] Alternatively or additionally, the premagnetization energy can be drawn from the vehicle electrical system 60 by the recovery operation module BM controlling the auxiliary converter 50 by means of a converter control signal USS such that it draws energy from the vehicle electrical system 60 and feeds it into the DC link 40 or directly into the motor converter 30. The vehicle electrical system voltage Ub is preferably maintained automatically by a corresponding energy draw from the vehicle electrical system battery 80.

[0047] After the recovery operation module BM has completed the pre-magnetization of the drive motor 10, or in the case of a drive motor 10 that does not require pre-magnetization, preferably immediately after the recovery signal BS is received, the recovery operation module BM begins to operate the drive motor 10 as a generator by appropriately controlling the motor inverter 30 and to feed the electrical energy W generated in the process into the DC link 40.

[0048] The recovery operation module BM will adjust the generator operation and the extent of electrical energy generation according to the respective operating conditions and needs of the rail vehicle 1. For example, the recovery operation module BM will control the energy conversion of kinetic energy in such a way that one or more of the following operating conditions are met, which preferably stipulate that - a DC link voltage Uz applied to the DC link 40 lies within a desired DC link voltage window and / or - the energy conversion corresponds to the energy consumption of the consumers supplied with the electrical energy 70 and / or - the on-board voltage Ub of the on-board network 60 lies within a specified on-board voltage range and / or - during braking operation of the vehicle train comprising the towed or pushed vehicle, the energy conversion of the towed or pushed rail vehicle 10 is increased and / or - slippage of the wheels of the rail vehicle 10 during generator-related braking of the wheels is avoided and / or - before an imminent standstill of the towed or pushed rail vehicle 10, the energy conversion is terminated and / or - if two or more drive motors are present, more than one drive motor is involved in the energy conversion and / or - when considering two or more drive motors 10, the energy conversion is evenly distributed.

[0049] In order to enable the recovery operation module BM to operate as described with regard to the DC link voltage window and the on-board voltage window, measured values ​​M are preferably supplied to it, which describe the DC link voltage Uz and the on-board voltage Ub.

[0050] The energy transfer of the generator-generated electrical energy from the DC intermediate circuit 40 towards the on-board network 60 can be carried out by means of the auxiliary converter 50, provided that it is suitable for bidirectional energy transfer and is to be used for this purpose.

[0051] Alternatively, an additional auxiliary converter 100 can be used for transmitting the generator-generated electrical energy, as exemplified by the following: Fig. Figure 3 shows the additional auxiliary converter 100 according to Fig. 3 can operate autonomously or be controlled by the drive control unit 20. The additional auxiliary converter 100 can include a DC voltage regulator or be formed by one. The autonomous operation of the additional auxiliary converter 100 or the control of the additional auxiliary converter 100 by the drive control unit 20 preferably takes place such that the additional auxiliary converter 100 does not oppose an energy transfer from the vehicle electrical system 60 towards the DC link 40, for example in the context of the transfer of the premagnetization energy, or does not prevent this by simultaneously returning the energy.

[0052] The electrical energy W provided by the recovery operation module BM by controlling the motor inverter 30 can, for example, at least also be used - for the operation of the vehicle's electrical consumers 70, in particular a wheel slip protection device 74 and / or a braking system or braking device 73, and / or - for charging an on-board battery 80 of the on-board network 60 and / or - for charging an energy storage device 90 connected to the DC link 40 and / or - for the power supply of devices connected to the DC link 40 and, for clarity, in the Fig. 2 and Fig. 3 consumers not shown.

[0053] Finally, it should be mentioned that the features of all the embodiments described above can be combined with each other in any way to form further embodiments of the invention.

[0054] Furthermore, all features of dependent patent claims can each be combined with each of the subordinate claims, either individually or in any combination with one or more other dependent patent claims, in order to obtain further embodiments. Reference symbol list 1 rail vehicle 2 recovery devices 10 Drive motor 20 Drive control unit 21 Computing equipment 22 storage 30 motor inverters 40 DC link 50 auxiliary converters 60 On-board power supply 70 electrical consumers 71 Air conditioner 72 Ventilation unit 73 Brake device 74 Anti-slip device 80 On-board battery 90 energy storage units 91 Drive battery 92 Auxiliary battery 92a DC / DC converter 93 Element 100 additional auxiliary converters BM Recovery Operations Module BS rescue signal FSS vehicle control software HBS auxiliary battery control signal M measured value Ub On-board electrical system voltage USS inverter control signal Uz DC link voltage W electrical energy

Claims

[1] Method of operating a vehicle (1), characterized by , that during a recovery operation in which the vehicle (1) is pulled or pushed, kinetic energy of the vehicle (1) is converted into electrical energy (W) and this electrical energy (W) is used on the vehicle side, wherein the vehicle (1) comprises a machine requiring pre-magnetization as a drive motor (10) and, in the presence of a recovery signal (BS) indicating recovery operation, the drive motor (10) is pre-magnetized by feeding pre-magnetization energy into the drive motor (10) and, after pre-magnetization, the drive motor (10) is operated as a generator, wherein the premagnetization energy is taken from an on-board electrical system (60) and / or from an energy storage device (90) of the vehicle (1) connected to a DC intermediate circuit (40), and wherein the extraction of the premagnetization energy from the vehicle electrical system (60) includes a voltage conversion from a vehicle electrical system voltage level (60) to a DC link level of the DC link (40) and the premagnetization energy is extracted from the DC link (40) and fed into the drive motor (10) by a motor inverter (30) connected between the DC link (40) and the drive motor (10). [2] Method according to claim 1, characterized by , that the conversion of kinetic energy into electrical energy (W) includes generator operation of at least one drive motor (10) of the vehicle (1). [3] Method according to any of the preceding claims, characterized by , that the electrical energy (W) is at least also fed into a DC intermediate circuit (40) of the vehicle (1). [4] Method according to any of the preceding claims, characterized bythat the electrical energy (W) is at least also used - for the operation of an electrical consumer (70) of the vehicle (1), in particular an anti-skid device (74) and / or a braking system or braking device (73), and / or - for charging an on-board battery (80) of the on-board electrical system (60) and / or - for charging an energy storage device (90) connected to the DC intermediate circuit (40). [5] Method according to any of the preceding claims, characterized by , that the energy conversion of kinetic energy is controlled in such a way that - a DC link voltage (Uz) applied to the DC link (40) lies within a desired DC link voltage window and / or - the energy conversion corresponds to the energy consumption of the consumers (70) supplied with the electrical energy (W) and / or - a system voltage (Ub) of the system (60) lies within a specified system voltage window and / or - during braking operation of a vehicle train comprising the towed or pushed vehicle (1), the energy conversion of the towed or pushed vehicle (1) is increased and / or - wheel slippage is avoided during generator-related wheel braking and / or - before the towed or pushed vehicle is about to come to a standstill (1) the energy conversion is terminated and / or - if two or more drive motors (10) are present, more than one drive motor (10) is involved in the energy conversion and / or - when considering two or more drive motors (10) the energy conversion is evenly distributed. [6] Drive control unit (20) for a vehicle (1), characterized by , that the drive control device (20) is designed to operate at least one drive motor (10) of the vehicle (1) in generator mode during a recovery operation in which the vehicle (1) is pulled or pushed, and to provide regeneratively generated electrical energy (W) on the vehicle side, wherein the vehicle (1) comprises a machine requiring pre-magnetization as a drive motor (10), wherein the drive control unit (20) comprises a recovery operation module (BM) which is designed by software and during a recovery operation controls a motor inverter (30) of the drive motor (10) for generator operation, wherein, in the presence of a recovery signal (BS) indicating the recovery operation, the drive motor (10) is premagnetized by feeding premagnetizing energy into the drive motor (10) and, after the premagnetization has taken place, the drive motor (10) is operated as a generator, wherein the premagnetization energy is taken from an on-board electrical system (60) and / or from an energy storage device (90) of the vehicle (1) connected to a DC intermediate circuit (40), and wherein the extraction of the premagnetization energy from the vehicle electrical system (60) includes a voltage conversion from a vehicle electrical system voltage level (60) to a DC link level of the DC link (40) and the premagnetization energy is extracted from the DC link (40) and fed into the drive motor (10) by a motor inverter (30) connected between the DC link (40) and the drive motor (10). [7] Vehicle (1), characterized by , that the vehicle (1) comprises a drive control unit (20) according to claim 6 and / or is suitable for carrying out a method according to one of claims 1 to 5, wherein the vehicle (1) comprises at least a drive motor (10), a motor inverter (30) and a DC link (40) and the drive control device (20) in recovery operation effects the regenerative operation of the drive motor (10) by controlling the motor inverter (30), wherein the vehicle (1) comprises a machine requiring pre-magnetization as a drive motor (10) and the drive control device (20) is designed to initiate pre-magnetization of the drive motor (10) by supplying pre-magnetization energy via control of the motor inverter (30) when a recovery signal (BS) indicating a recovery operation is present, and wherein the vehicle (1) comprises an auxiliary converter (50) which, during the initial phase of pulling or pushing in recovery operation, extracts or can at least extract premagnetizing energy from an on-board network (60) of the vehicle (1) and makes this available to the motor converter (30) or can at least make it available. [8] Vehicle (1) according to claim 7, characterized by , that the auxiliary converter (50) feeds the premagnetization energy into the DC intermediate circuit (40).

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